gatt wrote:
Jim Stewart wrote:
gatt wrote:
Jim Stewart wrote:

I didn't mean to come off as a smart-ass. As I said, my instructor
and I covered this well
before I soloed. I assumed that every soloed student would know the
answer, let alone a CFI
candidate.

I guess I was wrong.

Probably not. There's a brief discussion of it in the Airplane Flying
Handbook, Chapter 4, that relates to demonstrating a cross-control
stall. In terms of the CFI checkride, I suppose if you were going to
demonstrate one in a complex aircraft or to a pre-solo student you'd
want to do the one that won't result in an extreme bank or a spin.


-c

I think I'm reading in what you are saying that it might be better for a
CFI to demonstrate a crossed control stall in the slip configuration
rather than the skid due to extreme bank or spin?

Just a few thoughts on this if I may.

In my opinion, thinking this way as a CFI is not the optimum way to go,
and might in fact prove a valuable missed opportunity to save a life
down the road.

With cross control stalls, you want to do more than simply demonstrate
(or prove if you wish) that an aircraft can be stalled in a cross
controlled condition. You want to leave a permanent impression on the
student about cross control stall and ALL it's ramifications.

This can be done safely in BOTH the slip and skid condition, and it
requires an instructor who is sharp in stall recovery which you should
be to begin with.

Of PARAMOUNT importance to the cross control demonstration is having the
student EXPERIENCE the DIFFERENCE between the two configurations as they
relate to recovery response from the wing drop. To do this, the
instructor should demonstrate BOTH stalls, emphasizing the aircraft
behavior in each configuration.
To shy away from the skid configuration because of an aversion to
extreme bank or spin, whether that be on the student's side or the
instructor's side of the equation in my opinion is wrong.

To achieve the optimum instructional benefit, the instructor should
first of all be COMPLETELY familiar with the stall behavior of the
aircraft being used. Different types have VERY different cross control
stall behavior and it's incumbent on every CFI to be completely
proficient in the cross control behavior of the type being used before
any cross control demonstration or instruction is done. Some high
performance singles have a very brisk stall break when cross controlled,
ESPECIALLY in skid!.
The method of instruction should be a thorough ground pre- brief with
the student on what will be done, addressing ny apprehension the student
might have. Then in the air, the student should follow through with the
instructor first through a slip stall, then in the skid stall.

What's important here is that the instructor should treat BOTH sides of
the demonstration as routine and as such, not to be feared IF UNDERSTOOD!

I also advocate letting the student do the stalls to both sides. If the
instructor can't control that situation, he/she shouldn't be in the
airplane teaching these stalls to begin with.

For the instructor, emphasis is on recovery technique requiring
immediate angle of attack reduction to break the stall IN COORDINATION
with immediate control application to break any roll onset. Although the
slip side stall can usually be broken before going past wings level,
there is absolutely no reason to fear the skid side. If proper recovery
is initiated from the skid side, there might be a faster break and a
deeper entry into roll that can exceed wings level, but if recovery is
done correctly, the stall can be broken and recovered without alarming a
properly prepared student.
The secret to all of this is PREPARING THE STUDENT, then presenting
these stalls in a calm,and totally routine manner.

I have never turned a student loose to aviation without teaching them
these all important stall recoveries.
--
Dudley Henriques